Wondering which full-size truck engine tows camper the best? This is massive, real-world comparison test is exactly what you are looking for before you buy one.
A few years ago, I conducted a comprehensive test of each of the various engines with the same route, same camper and reported fuel economy, drive impressions and more to determine where each engine had its pros and cons. Here are the results.
Full-Size Truck Engine Tows Camper Test Setup
This comparison brings together four weeks of real-world towing evaluations using the same 4,778 lbs (6,395 lbs wet) dry weight 24’ long travel-trailer camper, driven over the same route, under winter conditions in Nebraska.
Each truck completes a 50-mile towing loop—25 miles south, 25 miles back north—crossing a sustained three- to four-percent grade in both directions. Driving style, speeds, and braking are kept as consistent as possible to isolate how each powertrain behaves under load. Fuel economy is measured at the pump.
This isn’t a lab test, and it isn’t perfect—and that’s intentional. It’s real-world towing, conducted over time, in cold weather, with the same variables most truck owners face. The payoff is clarity: how these trucks actually perform when towing matters.
Ford F-150 PowerBoost Hybrid: Quiet Torque, Confident Control
The first truck in the test is a 2021 Ford F-150 equipped with the PowerBoost hybrid powertrain. Hybrid pickups remain relatively uncommon in towing discussions, but Ford’s approach emphasizes torque delivery and drivability rather than fuel economy alone.
With the trailer hitched and setup completed through Ford’s onboard interface, rear squat measures about an inch and a half—typical for a half-ton carrying roughly 6,400 pounds. Trailer configuration is straightforward, allowing inputs for length, weight, and brake type before heading out.
On the road, the PowerBoost feels composed and unhurried. Climbing Wildcat Hills at around 55 mph in Tow/Haul mode, the 10-speed automatic works quietly in the background, rarely needing the top two gears. The hybrid system’s torque delivery is smooth and effortless, keeping engine strain low even on sustained grades.
Cabin noise is impressively subdued. Interior sound levels hover around 68 decibels under load, contributing to a calm, low-stress towing experience. Braking performance reinforces that confidence, with smooth slowdowns and effective transmission downshifting minimizing brake use on descents.
The softer suspension does allow more road texture through the cabin than the other trucks, and mirror visibility could be improved with optional tow mirrors. Still, stability remains solid, with no drama during lane changes or mild crosswinds.
Fuel economy over the 51.4-mile loop calculates to 9.06 mpg—respectable for a half-ton towing a camper. The PowerBoost doesn’t rewrite the laws of physics, but it delivers strong drivability with modest efficiency gains over traditional gas engines.
Overall, the F-150 PowerBoost establishes a high baseline, showing how refined and effortless towing can feel when torque comes easily and predictably.
GMC Sierra 1500 3.0L Duramax Diesel: Efficiency Meets Effortless Control
The second truck brings a very different personality: a 2022 GMC Sierra 1500 powered by the 3.0-liter inline-six Duramax diesel. Even as a “limited” model with the prior-generation interior, the powertrain remains the focus.
With the trailer connected, rear squat measures roughly an inch and a half. GM’s trailering system stands out immediately, offering clear setup guidance, adjustable brake gain, extensive camera views, and a dedicated transmission temperature display.
Under load, the Duramax excels. Climbing grades at a steady 55 mph, power delivery remains smooth and unforced, relying on torque rather than high RPMs. Transmission temperatures remain well controlled, generally staying below 200 degrees throughout the test.
Cabin noise peaks around 69 decibels on steep climbs—quiet enough to feel nearly indistinguishable from unloaded highway driving. On descents, the diesel’s engine braking further reduces driver workload, holding speed with minimal brake input.
Visibility and stability are strong, aided by GM’s camera system and composed chassis. Fuel economy remains the diesel’s defining advantage, consistently landing in the 10–12 mpg range while towing this size trailer.
There are trade-offs, including seat comfort and long-term maintenance considerations related to the engine’s rear-mounted timing components. Still, the Duramax reinforces its reputation as the most relaxed, low-effort towing option in the half-ton segment.
Ram 1500 V8: Muscle, Noise, and a More Demanding Tow
Truck three returns to traditional V8 power: a 2022 Ram 1500 GT with the 5.7-liter HEMI and eTorque mild-hybrid system.
The Ram’s air suspension automatically compensates for trailer weight, reducing initial squat and leveling the truck without driver input. Unlike Ford and GM, Ram keeps trailer setup simple—Tow/Haul mode engaged and go—which some buyers may appreciate.
On the road, the HEMI makes its presence known. Climbing grades requires higher RPMs, with the engine frequently spinning between 3,000 and 4,000 rpm to maintain speed. Cabin noise reflects that, peaking between 70 and 73 decibels—the loudest in the test.
While power is never lacking, the Ram demands more attention. Trailer sway is more noticeable, and frequent downshifts increase driver workload. Transmission temperatures climb higher than the diesel but remain within acceptable limits.
Fuel economy underscores the tradeoff. Real-world towing mileage falls between 7 and 10 mpg, consistent with previous V8 tests. Larger tires and off-road-oriented trim only amplify the efficiency penalty.
The Ram delivers classic sound and character, and the air suspension is a genuine asset. But compared directly with modern turbocharged and diesel alternatives, it’s louder, thirstier, and more demanding to tow.
Toyota Tundra 3.5L Twin-Turbo V6: Quiet Confidence Under Load
The final truck is a 2022 Toyota Tundra with the 3.5-liter twin-turbo V6 and 10-speed automatic—Toyota’s replacement for its long-running V8.
Rear squat measures about 1.5 inches, typical for a half-ton without air suspension. Toyota’s trailering tech stands out, automatically detecting the trailer, simplifying setup, and allowing multiple trailer profiles. Tow/Haul Plus is selected for this test.
On the road, the Tundra impresses immediately. Acceleration is smooth and confident, with minimal downshifting even on steep grades. Engine speeds remain low, often under 2,000 rpm at cruising speed.
Cabin noise is among the lowest in the test, peaking around 68 decibels under load. Stability is excellent, sway is minimal, and downhill control is handled smoothly through automatic downshifts.
Fuel economy is a standout. Hand calculations return 11.6 mpg over the 50-mile loop—the best gasoline result in the comparison.
The Tundra proves to be one of the biggest surprises, combining quiet operation, strong efficiency, and confident towing performance.
Conclusion: Towing Winners, Losers, and the Right Truck for the Right Buyer
Head-to-head towing comparisons invite simple answers, but this test reinforces a familiar truth: the best truck depends on what you value most.
Fuel Economy
The hierarchy is clear. The Duramax diesel remains the efficiency leader. The Tundra’s twin-turbo V6 finishes second, outperforming expectations and edging out the PowerBoost hybrid. The Ford hybrid delivers consistent, respectable results, while the V8 Ram trails by a wide margin.
Towing Confidence
The GMC Sierra diesel tows with the least effort and lowest stress. The Toyota Tundra follows closely, delivering composed, predictable control. The Ford PowerBoost offers smooth, quiet towing but lacks the diesel’s relaxed authority. The Ram V8 requires the most driver involvement.
Technology and Utility
GM leads decisively in trailering tech and camera coverage. Toyota follows with a thoughtful hookup design. Ram lands in the middle, while Ford surprisingly finishes last due to minor but frustrating usability issues.
Driving Enjoyment
Emotion still matters. The Ram V8 is the most engaging to drive. The diesel Sierra balances performance and efficiency. The Tundra offers solid character, while the PowerBoost prioritizes smoothness over excitement.
Final Word
No truck here is bad. Each reflects a different philosophy. The diesel remains the gold standard for towing ease and efficiency. The Ram delivers old-school muscle and sound. Ford leads in innovation. Toyota quietly proves its engineering deserves more credit than it often receives.
Disagree? You probably will—and that’s the point. Truck buying is personal. These results simply show how different approaches perform once the trailer is hitched and the miles begin to add up.
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